Railway-traffic-controlling apparatus



Patented Feb. 23, 1 926.

UNITED STATES PATENT or icE.

L M'UEL F. HOWARD, or nnenwoon BOROUGH, PENNSYLVANIA, iissrenoa TO THE UNION SWITCH & SIGNAL COMPANY, 01: 55W

. ronarronor PENNSYLVANIA.

'SSVALE, PENNSYLVANIA, A CO3- RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Original application filed May 26, 1924, Serial No. 715,870. Divided and this application filed November To all whom it may concern:

Be it known that I, LEMUEL F. HOWARD, a citizen of the United States,'residing at Edge-wood Borough, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improve ments in Railway-Trafiic-Controlling Apparatus, of which the following is a specification.

My invention relates to railway tratfic controlling apparatus, and particularly to apparatus of the type which involves means for automatically indicating or governing the speed of a train. 7

In apparatus of this character it has heretofore been proposed to use a centrifugal device to perform certain functions dependent on the speed of the train, the centrifugal device being in turn operated in such manner that its speed corresponds to the actual speed of the train. One object of the present invention is to accomplish the same results without the use of a centrifugal device.

The present case is a division of my copending application, Serial #715,870, filed May 26, 1924, for railway tratfic controlling apparatus.

I will describe one form of apparatus embodying my invention, and willthen point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic view showing one form of railway traffic controlling apparatus embodying my invention.

Referring to the drawing, the reference character V designates an axle and a pair of wheels, which parts represent a vehicle travelling on track rails 3 and 3 The vehicle V is provided with a plurality of tuned receiving devices T T T Each receiving device T comprises a reed 5 which responds to the mechanical vibration of the vehicle, that is. each reed is mechanically vibrated by a part of the vehicle and is so designed and mounted that it is mechanically resonant at the rate of vibration of the vehicle due to a given speed .or given small range of speeds, so that at such speed or range of speeds the reed vibrates freely. Associated with each reed 5 is a normally closed contact 6 which is opened when the reed responds to the rate of vibration to Serial No. 67,549.

which it istuned. Associated also with each reed 5 is a normally open contact 7 which is closed when the reed responds to the rate of vibration to which it is tuned.

The constants of the various reeds are so chosen that the rates of vibration at which the reeds respond lie within-the range of vibrations corresponding to the speeds of the vehicle. For example, device T may be arranged to respond at 10 miles perhour, device T at miles per hour, device T at miles per hour, device T at miles per hour, device T at miles per hour, and so on up to device T which responds at 65 miles per hour. Each device T preferably responds to rates of vibration corresponding to a range of a few miles per hour in each direction from the critical rate of vibration, so that as the speed of the vehicle increases or decreases each device will begin to respond just as the preceding device ceases responding.

Associated with each receiving device T is a lamp designated by the reference character L with the same exponent as that of the corresponding device. Each lamp is controlled by the normally open contact of the associatedreceiving device T so that these lamps are all extinguished except when the vehicle is in motion and then only 7 one lamp is lighted at a time. For example,

the circuit for lamp L is from a battery C,

.25, contact 7 of device T lamp L and wire 24- to battery C. Similarly, the circuit for each of the succeeding lamps passes through the normally open contact of the associated device T and the normally closed contact of each device T corresponding to higher speeds. It will be seen, therefore, that as the speed of the train increases one lamp will belighted at a time and that the next lamp will be lighted as the first lamp is are tinguished. In other words, there will be a progressive lighting of the lamps from right to left as the speed of the vehicle increases, and a progressive lighting of the lamps from left to right as the speed of the vehicle decreases.

The reference character designates. va relay which is controlled from the trackway in such manner that its contacts assume different positions in accordance with diilerent tratlic conditions in advance. As here shown, this relay comprises three contacts 11, 12 and 13, which contacts are closed respectively under proceed, caution and stop traiiic conditions in advan'ce.- I will assume for purposes of the present disclosure that when the proceed or high speed conta ct,11 is closed it is permissible for the vehicle to travel at 60 miles per hour; when the caution or medium speed contact 12 is closed it is permissible to travel at 30 miles per hour but no "faster, and when the stop or low speed contact 13 is closed it is'permissible tor the vehicle to travel at 10 miles per hour but no faster.

The referencecharacter E designates a valve which is controlled by a magnet D in such manner that the valve is closed when the magnet is energized and is permitted to open when the magnet becomes de-energized. This valve E is utilized to gover the vehicle inany suitable manner, and preferably operates to retard the vehicle when the valve is open but not when it is closed. For example, the valve E may control an orifice in the pipe F, which may be the brake pipe of the vehicle or may be a pipe leading to apparatus designed to cause a brake application when valve E opens.

The valve magnet- D is controlled, jointly by the normally closed contacts 6 of the devices T and by the contacts 11, 12 and 13 of relay B. As here shown, magnet D is provided with a circuit which is' supplied with current from batteryC and which includes in series the contact 6 of each re,- ceiving device T to T This circuit is provided with a shunt around contact 6 of device T,, which shunt includes the low speed contact 13 of relay B. The circuit for magnet D is provided with a second shunt around contact 6 of each receiving device T T, T, and T", which shunt includes the medium speed contact 12 of relay B. The circuit for magnet D is further provided with a third shunt around contact 6 of each device T to T inclusive, which shunt includes the high speed contact 110i relay B.

The operation of the apparatus shown in the drawing,.is as follows:

Assuming that contact 11 of relay B is closed and that the speed of the train is 60 miles perhour or less, it will be observed that the circuit for magnet D is closed through contact 60f device T wire 25, wire 15, contact 11 of relay B and wire 16, so that magnet D is energized, valve E is closed, and'so the speed of the train is not retarded. It the speed should approach 65 miles per hour, however, device T will speed of the train will be automatically retarded. If relay B is tie-energized so that contact 130i this relay is closed the train may proceed at miles per hour or less without affecting valve E, but it the train approac ms 15 miles per hour, device'l will respond by opening its contact (3 so that magnet D will become tie-energized and the speedvill be automatically retarded.

I have stated in the foregoing discussion that when any device T responds to the frequency for which it is tuned, it causes contact dto open and contact 7 to close. This does not necessarily mean'that con tact 6 remains open and contact 7 remains closed while the relay is responding; on the other hand, it may be that contact 6 will be opened and closed intermittently, where as contact; 7 will be closed and opened inters mittentlyu lVhen this is so, the circuit for magnet- D' will be so designed that the intermittent opening of contact 6 of any of the devices T will increase the impedance of this circuit to suchextent that magnet D will release its armature and so permit the' valve E to open. Similarly, the intermittent closing and opening. of contact 7 \Vlll cause an intermittent; lighting of the associated lamp L, such lighting being sutiicient, however, to constitute an indication to the driver of the vehicle. 7 7

Although Ihaveherein shown and described only onef-orm of railway trafiic controlling apparatus embodying my invention, it is understood that various changes and modifications maybe made thereinwithin the scope of the'appended claims without departing invention. 7 7

Having thus described my invention, what I claim is:

1. In combination, a. railway vehicle, ,a plurality of reeds thereon mechanically resonant at diilerent rates of vibration of the vehicledue to different speeds of the vehicle,.and governing means on the vehicle controlled by said reeds. UQ. In combination, a railway vehicle, a plurality of reeds thereon mechanically resonant at different rates of vibration of the vchicledue to different speeds of-the vehicle, apparatus on the vehicle controlled from the trackway and arranged to assume different conditions- .in accordance with different tratlic conditions in advance of the vehicle,

from the spirit and scope of my and governing means on the vehicle controlled jointly by said reeds and said apparatus. Y

3. In combination, a railway vehicle, a plurality of vibratable reeds on said vehicle and sub'iected to the vibrations thereof, said reeds being mechanically resonant at different frequencies of such vibrations, and governing means on the vehicle controlled by said reeds.

4. In combination, a railway vehicle, a plurality of reeds thereon mechanically resonant at different rates of vibration of the vehicle due to different speeds of the vehicle, and means associated with each reed for indicating response of such reed to the rate of vibration for which it is resonant.

5. In combination, a railway vehicle, a plurality of reeds thereon mechanically resonant at different rates of vibration of the vehicle due to different speeds of the vehicle, a contact associated with each said reed and arranged to be operated when such reed is responding to the rate of vibration for which it is resonant, a lamp for each reed, and a' circuit for each lamp controlled by the corresponding contact.

6. In combination, a railway vehicle, a plurality of reeds thereon mechanically resonant at different rates of vibration of the vehicle due to different speeds of the vehicle, and means controlled by said reeds for indicating the speed of the vehicle.

7. In combination, a railway vehicle, a plurality of reeds thereon mechanically resonant at different rates of vibration of the vehicle due to difierent speeds of the vehicle, a contact controlled by each said reed,

and means controlled by said contacts for indicating the speed of the vehicle.

8. In combination, a railway vehicle, a plurality of reeds thereon mechanically resonant at different rates of vibration of the vehicle due to different speeds of the vehicle, a normally open contact associated with each reed and closed when the reed is responding to the rate of vibration to which it is tuned, a lamp for each reed, and a circuit for each lamp including the corresponding contact and a source of current.

9. In combination, a railway vehicle, a plurality of reeds thereon mechanically resonant at different rates of vibration of the vehicle due to different speeds of the vehicle, apparatus on the vehicle controlled from the trackway for imposing different permissive speed limits in accordance with traffic conditions in advance, and means controlled jointly by said reeds and by said apparatus for retarding the vehicle if the actual speed exceeds the permissive speed.

10. In combination, a railway vehicle, a plurality of reeds thereon mechanically resonant at different rates of vibration of the vehicle due to different speeds of the vehicle, a normally closed contact associated with each reed and opened when the reed is responding to the rate of vibration for which it is tuned, governing means on the vehicle, a circuit for said governing means including all of said contacts in series, and means controlled from the trackway for shunting out certain of said contacts.

In testimony whereof I affix my signature.

LEMUEL F. HOWARD, 

